FORD RACING 363ci CRATE ENGINE

Following the old Hot Rodding adage that there is no substitute for cubes, Ford Racing takes the popular 302 based stroker to the max with the 500 horsepower Z363 crate engine. By taking the bore out to 4.125-inch, the displacement of the popular 347 stroker has been increased to 363 cubic inches. Combined with an improved Mahle piston, the Z363 makes 50 more horsepower and 50 lb. ft. of torque than the Z347 that it replaces. Nothing but the best parts are used inside including: forged crankshaft, forged I-beam connecting rods with floating piston pins and a high performance oiling system. Built with the BOSS 302 block and Z304D aluminum heads, Z363 fits many of the vehicles originally built with a 289 or 302 8.2-inch deck height block. Ford Racing Engineers designed Z363 to work both on the street and the strip with strong torque curve that delivers over 390 lb ft from 3500 to the 6500 rpm redline. With a compression ratio of 10.0:1, Z363 runs on unleaded premium pump gas.

500 hp @ 6500 rpm

450 lb-ft @ 5300 rpm

• Engine type:  302 based small block ford
• Displacement (cu in):  363
• Bore x stroke (in):  4.125" bore x 3.400" stroke
• Block: Boss 302 8.2 deck
• Crankshaft: SCAT Forged Steel
• Connecting rods:  SCAT forged steel I-beam with floating pins
  
• Pistons:  Forged Mahle
• Camshaft type:  Hydraulic Roller
• Camshaft lift (in): .580"/.602"
• Camshaft duration (@.050 in):  232/240
• Cylinder Heads (p/n M-6049-Z304DA):  Ford Racing Aluminum "Z" Cylinder Heads
• Valve size (in):  2.02" intake 1.60" exhaust
• Compression ratio:  10.1:1 (nominal)
• Rocker arms:  Roller Rockers
• Rocker arm ratio:  1.65:1
• Vibration Damper Ford Racing SFI Approved
• Valve covers: Ford Racing cast aluminum black wrinkle finish w/ Boss Script (M-6582-BOSS)
• Oil pan: High Performance Rear Sump 7 quart capacity and windage tray / scraper
• Full length scraper to direct oil away from the crankshaft
• Full length bolt in louvered windage tray to control oil
• Baffling and trap doors in the sump to keep the pickup submerged during performance driving
• 7 quart capacity
• Rear sump depth is 9.1" Rear sump width is 8.7" Front sump depth is 6.7"
• Includes 3/8" NPT bung to mount an oil temperature sending unit
• Includes 3/8" NPT access hole to adjust oil pump spring pressure
• Semi-gloss black powder coat finish
• Laser cut and TIG welded in precision fixtures for consistent OEM level fit
• Water pump: Edelbrock hi-performance
• Distributor: Not included. Ford Racing/MSD Pro Billet Distributor with Steel Gear M-12127-SG302 recommended.
  
• Recommended fuel:  Premium unleaded
• Ignition timing:  32 BTDC at 4,000 RPM
• Maximum recommended rpm:  6,500
• Balanced: Internal/Neutral
• Intake: Not included.
  
• Flywheel: Not included - Neutral balance required
• Fuel: Premium Unleaded
  

Engine power rating based on long tube headers, Edelbrock intake manifold #2928 Super Victor w/ 750 Holley carb and 1" carb spacer.  Those parts are not included.

Depending on your application, a different timing cover, water pump, performance oil pan and pickup may be required. See installation notes

INSTALLATION NOTES: Some or all of the following items may need to be changed from your original engine or modified for proper installation:

• This engine has a deep rear sump performance oil pan and pickup, regular rotation timing cover and regular rotation water pump, and non-EFI valve covers.
• A different performance oil pan and pickup may be required for your application. Call the Techline at (800) FORD788 for more information.
• The timing chain cover will work with most regular rotation water pumps.
• Fuel pump eccentric M-6287-B302 installed, allows use of mechanical fuel pump.
• A standard rotation water pump is installed on the engine. Other applications may require different water pumps and timing chain covers.
• The valve covers M-6582-BOSS should fit most non-EFI applications, optional valve covers (sold separately) are available.
• The damper M-6316-D302 may require a spacer for pulley alignment.
• Requires zero balance flywheel (not included).
• Firing order 1-3-7-2-6-5-4-8 (5.0L HO and 351W order).
• Built with current available parts. Photo and specs may vary.  Engine is pictured with a shallower oil pan.  To see the deep sump oil pan included with the motor click here.
  
• Shipping weight approximately 465 lbs
  

Ford Racing Crate Engines vs. The "Other Guy"

A common mistake that Ford crate engine customers make when shopping for the best Ford crate engine value is that they try to compare motor combinations, performance numbers, and price to determine which offering has the most value.  It's confusing because one offering can use cheap or inferior fasteners, gaskets, bearings, rings, valvetrain etc. that wont show up on the "spec sheet" and seem like a bargain.  On the other hand, another offering might make "more power" and seem like the best performer.  But there is much more that goes into a Ford crate engine besides a collection of parts, labor to machine and assemble them, and a dyno sheet.  The engine development process is the most important factor of all and won't show up on a spec sheet or dyno chart. 

The development process is also where the most money is spent, before even one motor is sold.  You can have a great spec sheet or a great dyno chart but if the motor isn't durable or if the parts are not matched properly then what seemed like the best buy really isn't.  What if that cheap rocker arm or valve retainer fails 10,000 miles later?  Who's fault is it?  The engine builder can torque everything down, pass all the pressure checks during assembly, and make great power on a dyno before shipment, but are those parts designed to work together in harmony long after?  That is why the most important part of your crate engine is the development and testing that went into it.  That is where the true value of your Ford Racing crate engine is.  Without it, your potentially left with a dead motor, flashy spec sheet, impressive dyno chart, scraped knuckles, and a light wallet.

All Ford Racing crate engines start as an idea. The Ford Racing engineers begin with a horsepower target and the engine family for hitting that target. Then, Ford Racing documents the components that will likely achieve the targeted horsepower and meet the durability requirements. This procedure is based on Ford Racing's  years of experience in the high performance crate engine building business. Many formulas also support this process. Next, Ford Racing has one or more development crate engines built and sent to the engine dynamometer lab for break-in and testing. During dyno-testing, fuel distribution, best cam timing and best ignition timing for maximizing horsepower and torque are assessed. If target performance numbers are not met or can be improved, then changes are made accordingly. Often times, different carburetors, camshafts, intake manifolds and cylinder heads are evaluated.

After the performance targets are reached, the Ford crate engine is run for durability. Durability testing is based on the market application of the Ford crate engine. Various durability tests may be run, sometimes as severe as 50 hours at wide open throttle, full power. Others may be cycling tests where the Ford crate engine accelerates from peak torque to peak power, then decelerates back to peak torque, repeating this cycle for many hours. If something fails or shows premature wear, then the development process is started over.  The weakness is resolved and durability testing begins again.  Upon successful completion of durability testing, the Ford crate engine package is released for production.  This work ensures that you get a Ford crate motor that deserves to wear the Blue Oval.

Manufacturer level development and testing is what makes Ford Racing crate engines inherently different.  From the very beginning, your Ford Racing crate engine was not the result of a guy throwing together parts from a catalog, running it for a few minutes to make a dyno sheet and then shipped to you.  Your FRPP crate engine was the result of a carefully followed engine development program to work out all of the bugs and failures, identify weaknesses and resolve them, and ultimately develop a motor that will do what it is intended to do.  Your typical machine shop or online "bargain engine builder" does not have the OEM facilities, resources, or knowledge to build quality Ford crate engines using this OEM development approach.  Only the Blue Oval can bring you this much real value.

After development and testing are completed, the motor is released to production.  Your Ford Racing crate motor is assembled to high quality standards and tolerances.

At Ford Motor Company, "Quality is Job 1" and that extends to every facet of the business, including crate engines from Ford Racing Performance Parts (FRPP). Ford Racing crate engines are built with quality components, undergo rigorous testing both on a dyno and at the track, and are assembled to exacting tolerances.

An FRPP crate engine begins with many new components, including rods and pistons, cylinder heads and the finest gaskets and seals available. Only after everything has been assembled to Ford's strict standards does an FRPP crate engine earn the right to wear the Ford oval.

To help illustrate Ford Racing's commitment to excellence, we walked through the crate engine assembly line to showcase some of the many steps that FRPP engines go through to ensure that customers receive one of the highest quality crate engines on the market.

The procedures highlighted above serve to illustrate the rigorous controls that go into building FRPP's high-quality pushrod crate engines.